Elevator.



J, M. eoonimmm.

ELEVATOR.

APPLIOATIOI FILED AUG. 10, 1909.

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WITNESSES Patented Dec.20,1910.

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J. M. GOODKNIGHT. ELEVATOR.

APPLIOATIOH rmzn 1e40, 1909.

979,001 Patented Dec. 20, 1910.

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- BY I M 2 ATTORNEY.

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J. M. GOODKNIGHT.

ELEVATOR.

APPLIOATION FILED AUG. 10, 1909.

97 9, 001 Patented Dec. 20, 1910.

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(KN. ATTORNEY.

J. M. GOODKNIGHT.

ELEVATOR. APPLIOATIOIN FILED AUG. 10, 1909. 979,001 Patented Dec. 20, 1910.

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IlNIFD STATES PATENT OFFICE.

JOHN M. GOOIDKNIGIIT, OF KANSAS CITY, KANSAS.

ELEVATOR.

. trolled by the car operator for stopping the car when the car arrives at a floor, locking the car against movement, unlocking the gate or gates, and finally, opening the gates.

My invention provides further, means by which, when the car leaves the floor, the car controlling mechanism will be released, the gate or gates moved to the closed position and locked, and the car locking mechanism released.

My invention provides further, independent means adapted to be operated by the car operator for actuating the gate locking, gate moving, car locking and car controlling means.

My invention provides also, means by which the car operator can control the speed of movement of the gate.

Other novel features are hereinafter fully described and claimed.

In the accompanying drawings which illustrate the preferred form of my invention- Figure 1 is a view partly in elevation, partly in section, and partly broken away, of an elevator structure provided with my invention. In this view the mechanism for looking and moving one set of gates and the mechanism for locking the car at one floor,

. are shown. Fig. 2 is a view partly in elevation and partly broken away, of a part of the elevator car and some of the mechanism carried thereby. Fig. 3 is a vertical section on thedotted line ab of Fig. 2. Fig. 4 is a horizontal section on the dotted line c-(Z of Fig. 5. Fig. 5 is a vertical section taken on the dotted line e--; of Fig. 4 and showing a portion of the mechanism which forces the cam into and out of operative position. Fig. 6 is a horizontal section, partly broken away, on the dotted line g.h of Fig. 1. Fig. 7 is a vertical section on the dotted line of Fig. 8. Fig. 8 is an enlarged elevation of one of the car locking devices, the adjacent floor and ceiling of the building being shown Specification of Letters Patent. Patented Dec, 20, 1910,

App1ication filed August 10, 1909.

Serial No. 512,169.

in vertical section. Fig. 9 is an enlarged detail view, shown in elevation, of the gate locking mechanism. Fig. 10 is a vertical section, taken on the dotted line lc-Z of Fig. 11. Fig. 11 is a horizontal section on the dotted line mn of Fig. 1. Fig. 12 is an enlarged elevation of a portion of the operating mechanism. Fig. 13 is a section on the dotted line 0p of Fig. 12. Fig. 14 is an enlarged elevation of a portion of one of the gatesand mechanism connected therewith. Fig. 15 is a vertical section on the dotted line 9-1" of Fig. 14. Fig. 16 is a vertical section on the dotted line uv of Fig. 6. Fig. 17 is an enlarged view partly in elevation and partly in section of the rope clamping mechanism. Fig. 18 is a horizontal section on the dotted line st of Fig. 17. Fig. 19 is an elevation of the crank shaftfor shifting the rope clamping mechanism to two positions, the two positions of the crank. shaft being shown insolid-and dotted lines respectively.

Similar reference characters denote similar parts. Y

1 denotes the elevator car and 2 the framework which incloses the elevator shaft.

3 denotes one of the elevator floors. At each floor is provided one or more elevator gates and mechanism for operating and looking the same. At each floor is also provided mechanism for locking the car to the floor. As these mechanisms at the different floors are alike in construction, a description of one lever 4 is a bearing block 6 to which is pivoted a wheel-- 7, which is adapted to be struck by a two-faced vertical cam 8, best shown in Figs. 2 and 6, and-adapted to be moved into and out of operative position by mechanism hereinafter described. Extending through the'lever 4, in suitable openings provided therein, are three horizontal rods, 9,10 and 11,which also extend through and support a bracket 12 in which ispivotally mounted, by means of a horizontal bolt 13, a vertical lever 14, to the lower end of which is pivoted the horizontal rod 15, which in turn is pivoted to a crank arm 16,

secured to a vertical rock shaft 17, mounted in bearings 18 and 19, which are supported respectively by the bar 5 and a horizontal channel bar 20, forming a part of the support for the floor 3, and also a portion of the framework 2. the rock shaft 17 and has pivoted to it a horizontal link 22, which is also pivoted to a lever 23, pivotally mounted on a vertical bolt 24, which is secured in a bracket 25, mounted on the channel bar 20. Upon the opposite side of the elevator shaft, the shaft being denoted by 26, and shown in Fig. (3, is a horizontal channel bar or beam 20, having also secured to it, upon the side opposite the shaft, a bracket 27, corresponding in construction to the bracket 25, and having mounted in it a vertical bolt 28, having pivotally mounted thereon a horizontal locking lever 29, which corresponds in construction to the locking lever 23, and has pivoted to it one end of a horizontal rod 30, the other end of which is pivoted to a horizontal lever 31, pivoted on a vertical bolt 32. The other end of the lever 31 is pivoted to a horizontal link which is pivoted to the crank arm 21. Each bracket 25 and 27, is provided, as shown in Fig. 8, with a slot 34, which registers with a slot 35, extending through the adjacent beam 20. Each slot 34 is disposed so as to receive therethrough the adjacent locking lever 23 or 29, as the case may be, when the locking lever is in the locking position. Two horizontal channel beams 36, which are disposed parallel with each other, are secured to the underside of the car 1, at opposite sides thereof and having their flanges extending outwardly. hen the car 1 has arrived at a floor and the rock shaft 1.7 is rocked in the proper direction, the levers 23 and 29 will be forced through the slots or holes 34 and 35, to the position shown in dotted lines in Fig. 7. In this position the locking lever will be disposed intermediate the flanges of the adjacent channel bar 56 and will therefore prevent the car 1 from moving upward or downward away from the floor 3, of the building, at which the car has been stopped. To swing the lever 4 in the direction opposite to which it is swung by the cam 8, operating on the wheel 7, any suitable means may be provided. In the preferred construction illustrated in the drawings, the bolts 9 and 11. best shown in F 10', are slidably mounted in two horizontal tubes 37, which are rigidly secured, one above the other, to the shaft. framework 2. Two coil springs 38, encircle the tubes 37 and rods 9 and 11 respectively and bear at one set of ends against the lever 4. The other set of ends of said springs bear against the shaft framework 2. Encircling the center rod 10 is a coil spring one end of which bears against the lever 4 and the other end of which bears against a washer 40, rigidly secured on the rod 10.

A crank arm 21, is secured to Vhen the cam S forces the roller 7 to the left, as viewed in Fig. 10, the lever 4 will compress the springs 38, and the spring 239. The pressure of the spring 39 will tend to draw the pivot bolt 18, of the lever 14,

through the intermediacy of the washer 40,.

bolt 10, and bracket 12. The upper end of the lever 14 is connected by a link 41, with a vertical lever 42, best shown in Fig. 1. The lever 42, when oscillated, serves to open and close two horizontally slidable gates 43 and 44, in the manner hereinafter described. The gates 48 and 44 being harder to move than the mechanism for releasing the gate locking means, to be hereinafter described, and the car locking means already described, when the lever 4 is swung to the left, as viewed in Fig. 1, and the bracket 12 also moved to the left, the lower end of the lever 14 will also be swung to the left and will thus rock the shaft 17 so as to move the locking levers 23 and 29 into the locked position, as already described. At the same time the rock shaft 17 will release the gate locking mechanism, which I will now describe.

Pivoted to the gate 44, by means of a horizontal bolt 45, are two crossed locking jaws 46, one set of ends of which are adapted to enter two notches 47, of a plate 48, secured to the gate 43, as shown in Fig. 9. Between opposite ends of the jaws 46 is pivotally mounted a lever 49, having two diametrically opposite projections 50, located between the jaws 46. The opposite end of the lever 49 is provided with a longitudinal slot 51, in which is pivotally mounted the lower end of a rod 52, best shown in Fig. 1, the upper end of which is pivotally connected to one arm of a bell crank lever which is pivoted to a horizontal bar 54 and has its other arm pivotally connected to a link 55, which is pivoted to a crank arm 56, rigidly secured to the rock shaft 17. hen the rock shaft 17 is swung in a direction for moving the locking levers 23 and 29, into the locked position, it will, through the intermediacy of the rod lever 53, rod 55, and crank arm 56, swing the lever 49 so that the projections 50 thereon will swing the jaws 46 to the open position, shown in dotted lines in Fig. 9, thereby releasing said jaws from the plate 48, so as to permit the gates 48 and 44 to be swung to the open position. When the rock shaft 17 has been rocked in the manner just described and the locking levers 23 and 29 have been moved to the locked position and the jaws 46 moved to the unlocked position, the lever 14, which has been moved to the left at its lower end will now be moved at its upper end to ard the left by reason of the pressure of the spring 39, which has been compressed by the swinging to the left, as viewed in Fig. 1. of the lever 4. The upper end of the lever 14 being connected to the vertical lever 42,

which is pivoted on a suitably supported horizontal bolt 58, will swing the said lever 42 so as to open the gates 43 and 44. For accomplishing this, the following described preferred form of mechanism is provided Pivoted to theupper end of the lever 42 is a horizontal rod 59, which is pivoted to a lever 60, the upper end of which is pivoted to the bar 5. The lower end of the lever is pivotally connected to a carrier in which is pivotally mounted a pinion 61, which meshes with the horizontal rack 62, secured in the upper end of the gate 43, and also with a horizontal rack 63, secured to the underside of a horizontal bar 64, which forms part of the shaft framework 2. The carrier, which is denoted by 65, comprises a. horizontal bar having bifurcated ends, in which are respectively pivotally mounted the lever 60 and the pinion 61. The two vertical arms of the carrier 65, are disposed respectively at opposite sides of the gate 43 and of the bar 64. Each of said arms is provided with outwardly extending ears -66, between which are rotatively mounted rollers 67, which rest against the adjacent faces respectively, of the bar 64 and gate 43. Between the arms 65 is pivotally mounted a roller 68, which rests upon the bar 64 and thus supports the carrier 65. A similar carrier 65, has mounted therein another pinion 61, which meshes with a rack 62, secured on the gate 44, and a rack 63 secured to the underside of the bar 64.

The last named carrier'is also supported by a roller 68 mounted on the bar 64, and is pivotally connected to the lower end of a lever 69, pivoted by means of a horizontal bolt 70, to the bar 5. The upper end of the lever 69 is provided with a row of holes 71, any one of which is adapted to receive a bolt 72, pivoted to one end of a rod 7 3, the lower end of which is pivoted to the lever 60. The gates 43 and 44 have secured to them vertical plates 74, to which are pivoted carrying wheels7 5, mounted upon the bar 64. When the lever 42, as viewed in Fig. 1, is swung to the right at its upper end, by the swinging of the lever 14, as already described, the gates 43 and 44 will be moved to the open position through the intermediacy of the pinions 61, racks 62, 62, and 68 and 63, carriers 65, levers 60 and 69, rod 73 and rod 59. WVhen the carriers 65 are moved by the levers 60 and 69 respectively, the pinions 61 will be moved thereby and being engaged with the racks 63 and 63 and the racks 62 and 62 will cause the gates 43 and 44 to be moved at twice the speed of the carriers. When the upper end of the lever 42 moves to the right, as viewed in F ig. 1, the gates will be moved to the open position, or away from each other. YVhen the said lever is swung in the opposite direction the gates will be moved to the closed position. \Vhen moved in the latter direction, the jaws 46 will be closed by any suitable means so as to enter the notches 47 of the plate 48. In the drawings I have shown in Fig. 9, a spring 76 having its ends secured respectively to pins 77 mounted respectively in the jaws 46. The spring is preferably of the coil type and its tension normally forces the jaws to the closed position.

I will now describe the mechanism for moving the cam 8 to operative position for engagement with the wheel 7 Referring particularly to Figs. 2, 3, 4, 5, 6 and 16, 78 denotes a horizontal, rectangular, inverted box, which is secured in the floor of the car 1 and has slidably mounted therein a horizontal bar 79, orovided at its outer end with a vertical projection 80, to which is secured the cam 8. The bar 79 is provided with a longitudinal slot 81, in which is mounted a horizontal coil spring 82, the outer end of which bears against a plate 83, secured to the inner side5of the adjacent channel beam 36, and having its upper end extending into the slot 81. The rear end of the spring 82 bears against the slidable bar 7 9 and normally tends to force said bar to the inner position shown in Figs. 4 and A vertical foot lever 84, extends through a vertical hole 85, provided in the bar 7 9, and the boX 78. The lower end of the lever 84 is bifurcated and has mounted therein a horizontal bolt 86, to which is pivoted the forward end of a bar 87 and the rear end of a bar 88. The rear end of the bar 87 is pivoted to a downwardly extending projection 89 provided on the under side and rear end of the bar 79. The forward end of the bar 88 is pivoted to the plate 83. The operator, by placing his foot on the lever 84, can-depress said lever and the adja cent ends of the bars 87 and 88, thereby forcing the bar 79 and cam 8 against the pressure of the spring 82, into a position in which the cam 8 will be disposed so as to strike the wheel 7, for the purpose of locking the car, unlocking the gates and opening the gates, as hereinbefore described. The outer or forward edge of the lever 84 is provided with a shoulder 90, as shown in Figs. 3 and 5, which is adapted to engage the underside of the bar 79, when the foot lever 84 is depressed, so as to hold said lever 'depressed and the bar 79 in the forward position. In order to releasably lock the bar 79 in said forward position, I have also provided another mechanism, best shown in Figs. 4, 5, and 16. Pivoted at one end to the floor of the car is a lever 91, the other end of which is pivoted to the lower end of a vertical bar 92, the upper end of which is pivoted to a lever 93, one end of which is pivoted to the inner side of the car 1 and the other end of which is provided with a longitudinal slot 95L, adapted to engage either of two staples 95 and 96, which are secured one above the other, to the adjacent inner wall of the car 1. The lever 91 is provided with a downwardly extending projection 97, which, when the lever 91 is swung downwardly is adapted to enter a vertical hole 98, provided in the upper side of the box '78, and to also enter at the same time the slot 81 in the bar 79 when said bar has been outwardly moved, as hereinbefore described. \Vhen the pedal 81 has been depressed and the bar 79 forced outwardly so as to throw the cam 8 in position for striking the wheel 7, the car operator may laterally swing the slotted end of the lever 93 so as to disengage said lever from the staple By then swinging the lever 93 downwardly the projection 97 on the lever 91 is caused to enter the slot 81 of the bar 79, thereby holding the bar in the outer position. By laterally swinging the lever 93 the staple 96 may be caused to enter the slot 91 of the lever 93, thus locking said lever and the lever 91 in the lower position. lVhen in this position the car cannot be started. Two ver tical pins 99 are secured at their upper ends to the top of the box 78 and project downwardly therefrom through two notches 100, provided respectively in opposite edges of the bar 79, as shown in Figs. 1 and 5. Said pins limit the out-ward movement of said bar.

I will now describe the mechanism by which the controller ropes are clamped for the purpose of stopping the car in its upward or downward movement.

Referring to Figs. 2, 3, 6, 16, 1'7, 18 and 19, 101 denotes a vertical lever, pivoted at its upper end to the vertical wall of the car 1 adjacent to the cam 8. To the lower end of the lever 101 is rotatively secured a roller 102, which is adapted, when the lower end of the lever 101 is swung away from the car, to strike a vertical plate 103, best shown in Figs. 6, 10 and 11, which is secured to the lower end of the lever 4, as shown in Fig. 1. A horizontal link 104:, best shown in Fig. 16, is pivoted at one end to the lever 101 and at its other end is pivoted to the lower end of the vertical arm of a right angled lever 105, which is pivoted by means of a horizontal bolt 106, at the angle of said lever, to the inner side of one of the vertical walls of the car 1. The horizontal arm of the right angled lever 105 is provided with a vertical hole through which extends a vertical rod 107, the upper end of which has secured to it, as shown in Figs. 2 and 3, a disk 108, against which bears the upper end of a coil spring 109, which encircles the rod 107 and by bearing at its lower end against the horizontal arm of the right angled lever 105, normally forces said rod 107 upwardly. The lower end of the rod 107 is bifurcated and pivoted to a lever 110, as shown in Figs. 17 and 18. The lever 110 is pivoted to a crank arm 111 which is provided on a horizontal rock bolt 112, which is pivotally mounted in a vertical bar 113 which is rigidly secured to the inner side of one of the vertical walls of the car 1. Two vertical clamping bars 114 and 115, are disposed at opposite sides of the bar 113 to which bars said clamping bars are pivotally connected by parallel links 116 and 117 respectively. The bars 114 and 115 are provided respectively with vertical slots 118 and 119, through which respectively extend two horizontal bolts 120 and 121, which are secured to the lever 110 at opposite sides of the crank bolt 112. To the crank arm 111 of the rock bolt 112 is rigidly secured a handle 122, by which the rock bolt 112 can be rocked so as to move the clamping bars 11 1 and 115 toward and from the stationary clamping bar 113. Two pins 123 and 124:, secured to the bar 113, respectively above and below the lever 110, as shown in Fig. 3, respectively limit the throw of the handle 122. Between the clamping bar 113 and the bars 111 and 115 are located the two controlling ropes 125 and 126, shown in Figs. 3 and 17, by which the upward and downward movement of the car is controlled. The rope 126, when moved upwardly, will bring the car to a stop, and the rope 125 when moved downwardly, will bring the car to a stop. WVhen the handle 122 is moved by the car operator to the upper position shown in Figs. 3 and 19, the lever 110 will be moved so as to dispose the clamping plate 115 in position in which it can grip the rope 126 when the lever 110 is upwardly swung at the end to which is connected the rod 107. Then the handle 122 is so positioned and the operator has depressed the lever 81, the bar 79 will be forced outwardly, together with the cam 8. To the cam 8 is secured a plate 127 which has rotatively mounted thereon a vertical roller 128 which is adapted to bear against and force outwardly the link 104:, connected to the lever 101 when the cam 8 is outwardly forced. This roller 128 is best shown in Fig. 2. When the link 104 is thus outwardly forced it will outwardly swing the lever 101, thereby placing the roller 102 in position to be struck by the plate 103, which, as has been described, is mounted on the lever 1. The lever e being swung in the manner hereinbefore described, by the roller 7 striking the cam 8, when the roller 102 is against the plate 103, the lever 101 will be swung, there by forcing upward the horizontal arm of the right angled lever 105, thus causing the rod 107 to be raised thereby swinging the lever 110 so as to bring the clamping bar 115 against the rope 126, which in turn is tightly pressed against the clamping bar 113. The rope 126 being thus clamped and the car 1 at the time moving upwardly, the said rope will be upwardly drawn, thereby, in the usual manner, causing the, car to be stopped.

In case the car is moving downward and the operator desires to stop the car at a floor, he shifts the handle 122 to the position shown in dotted lines in Fig. 19. This will position the lever 110 so that the clamping bar 114 will grip the rope 125 against the bar 113 when the foot lever 84 has beendepressed and the cam 8 and roller 102 have thus been brought respectively into positions in which they will strike the wheel 7 and plate 103. Vhen this occurs and the lever 4 and plate 103 have been swung to the left, as viewed in-Fig. 1, the car still con tinuing to move, will, through the mechanism already described, cause the rope 125 to be clamped and the car thereby stopped. The lever 4 will compress the spring 39 which, in turn will, as already described, first cause the lower end of the lever 14 to swing to the left, as viewed in Fig. 1, thereby rocking the shaft 17 and operating the levers 23 and 29 to rock the car and at the same time causing the locking jaws 4G to be released from the plate 48. When this has been done the compressed spring 39 will cause the bracket 12 to move still farther to the left, thereby also moving to the left the upper end of the lever 14, whereby the gates 43 and 44 are swung to the open position, as has already been described, To again start the car, the lever 93 is swung so as to release the bar 79 from the lever'91. The spring 82 will then force the bar 7 9 inwardly, thus withdrawing the cam 8 from engagement with the wheel 7 The springs 38 will then force the lever 4 to the right, as viewed in Fig. 1, thereby releasing the roller 102 from the plate 103 and causing the bracket 12 to be moved forward so as to swing the lever 14 in a direction such that the gates 43 and 44 will be moved to the closed position and locked and the .locking levers 23 and 29 will be swung to the unlocked position, thereby releasing the car 1 from engagement with the said levers. The lever 101 being new released will permit the spring 109 to swing the horizontal arm of the right angled lever 105 downwardly, thereby relieving the pressure of said spring against the disk 108 and permitting the operator to readily swing the handle 122 so as to release the rope 125 or 126 from the clamping mechanism. The operator may then start the car by operating the desired controlling rope 125 or 126, in the usual manner.

In order that the car operator can control the opening and closing of the gates 43 and.

44 independently of the mechanism which is actuated by the car and also to afford means by which the operator can increase or decrease at will the speed of movement of the gates when they are operated by the mechanism which is controlled by the car, I

have provided the following described mechanism :-Referr1ng particularly to Figs. 1

and 10 to 13, 129 denotes an upwardly eX- tending hand lever, the lower end of WlllCll" proper rope to be clamped for stopping the car, the gates to be unlocked, and moved to the open position, or by operating the lever 129 he can increase or decrease the speed of movement of the gates, when the gates are actuated by the car controlled mechanism. To lock the lever 129 in two positions, it has slidably mounted on it a longitudinally movable bolt 132, slidable in a bearing 133, mounted on the lever 129. The lower end of the bolt 132 is adapted to enter two notches 134 and 135 provided in the upper edge of an arcuate plate 136 which is secured to any suitable portion of the shaft framework 2. The bolt 132 is forced downward by means of a coil spring 137, the upper end of which bears against a projection 138, on the lever 129, as shown in Fig. 1. A bell crank lever 139 is pivoted by a bolt 140 to the lever 129 and is also pivoted to the upper end of the bolt 132. By swinging,

the bell crank lever 139 the bolt 132 may be withdrawn from the notch 134 or 135, as the case may be, so that the operator can swing the lever 129. Inasmuch as the lever 129 isv pivoted to the bolt 13 when the mechanism actuated by the car is operated, it is necessary to release the locking bolt 132 from engagement with the arcuate plate 136. To automatically accomplish this, the following described mechanism is provided:-Pivoted at its lower end to the bolt 130 is an upwardly extending lever 141, to which is pivoted one end of a horizontal link 142, the other end of which is pivoted to the lever 4, as best shown in Fig. 12. The lever 141 is T-shaped and its upper edge is provided with a central notch 143, having sloping sides and adapted to receive a roller 144 rotatively mounted on a pin 145, which is secured in the bolt 132. When the lever 4 is swung it will, by means of the link 142, swing the lever 141 which will force the roller 144 and bolt 132 upwardly, thereby releasing the said bolt from engagement with the plate 136. This action will occur when the lever129 is positioned so that the locking bolt 132 is in either notch 134 or 135.

From the above it will be understood that when the operator desires to stop at any floor he will first position the handle 122 and then depress the foot lever 84;. IVhen the car arrives at the floor the rope clamping mechanism will operate to stop the car, the car will be locked to the floor and the gates will be unlocked and opened. By holding back on the lever 129 or pushing forward on the same, the operator can control the opening or closing movement of the gates, by resisting the pressure of the spring 39, or adding his own force to assist said spring. If desired, the operator can control the operation of the car stopping, car locking, gate locking, and gate operating means, by means of the lever 129, independently of the mechanism actuated by the car. By adjusting the pin 72 to different holes 71, in the lever 69, the distance of movement of the gate a may be varied.

As shown in Fig. 1, the shaft framework 2, intermediate any two floors, may be provided above the gates 43 and $1, with an auxiliary gate 1&6, which may be utilized as a means of egress from the car in case the car becomes lodged in the shaft at a point where egress from the car through the gates at?) and er cannot be conveniently had.

If desired, the lower end of the lever 4t may be provided with guiding means, consisting in a horizontal rod 147, shown in Fig. 10, which extends through anopening provided in the lever 1-, to which the rod is pivoted by means of the transverse pin 1418. The rod 147 may be mounted in suitable bearings 149, mounted on the floor 3 and provided with vertical slots 150, for receiving said rod.

I do not limit my invention to the structure illustrated and described, as 'arious modifications of it, within the scope of the appended claims, may be made without departing from its spirit.

Having thus described my invention, what- I claim and desire to secure by Letters Patent is 1. In an elevator, the combination with a car, of gate locking means, car locking means, car controlling means, gate opening and closing means, and means actuated by the car for actuating the car controlling means, the car locking means, the gate locking means and the gate opening and closing means.

2. In an elevator. the combination with a car, of gate locking means, car locking means, car controlling means, gate operating means, and means operated by the car and controllable by the operator of the car for actuating the car controlling, car locking, and gate locking means and the gate operating means.

3. In an elevator, the combination with a car, of gate locking means, car locking means, car controlling means, gate opening and closing means, means operated by the car and controlled by the operator for actuating the car controlling, car locking, gate locking and gate opening and closing means, and independent means adapted to be operated by the operator of the car for actuating the car controlling. car locking, gate locking and gate opening and closing means.

4. In an elevator, the combination with a car, of car locking means, means actuated by the car and controlled by the car operator for operating the locking means, and independent means adapted to be operated by the car operator for operating said locking means.

5. In an elevator, the cmnbination with a car, of a lever for engaging the car to lock the same against movement. means actuated by the car and controllable by the car operator for moving the lever to and from the locking position, and independent means adapted to be operated by the car operator for swinging said lever to and from the locking position.

6. In an elevator, the combination with a car, of a car controlling rope, rope clamping means carried by the car, means actuated by the car and controlled by the car operator for operating the rope clamping means, and independent means adapted to be operated by the car operator for actuating said rope clamping means.

7. In an elevator, the combination with a car, of two controller ropes for respectively controlling the movement of the car in opposite directions, rope clamping means carried by the car and movable to two positions to respectively clamp said two ropes, and means actuated by the car and controlled by the car operator for actuating said clamping means when in either of said two positions.

8. In an elevator, the combination with a car, of two controller ropes for respectively controlling the movement of the car in opposite directions, rope clamping means carried by the car and movable to two positions to respectively clamp said two ropes, means actuated by the car and controlled by the car operator for actuating said clamping means when in either of said two positions, and independent means adapted to be operated by the car operator for actuating said clamping means.

9. In an elevator, the combination with a car, of a gate, gate opening and closing means, means actuated by the car and controlled by the car operator for actuating the gate opening and closing means, and inde pendent. means adapted to be operated by the car operator for actuating the gate opening and closing means.

10. In an elevator, the combination with a car, of a slidable gate provided with a rack, a stationary rack, a pinion engaging said racks, means actuated by the car and controlled by the car operator for moving said pinion so as to open and close said gate, and independent means adapted to be operated by the car operator for actuating said pinion moving means.

11. In an elevator, the combination with a car, of two gates slidably mounted and provided respectively with two racks, two stationary racks, two pinions respectively engaging the stationary racks and the gate racks, means actuated by the car and controlled by the car operator for moving said pinions to slide said gates, and independent means adapted to be operated by the car operator for operating said pinion moving means.

12. In an elevator, the combination with a car, of a gate, gate locking means, gate opening and closing means, means actuated by the car and controlled by the car operator for operating the gate locking and gate opening and closing means, and independent means adapted to be operated by the car operator for actuating the gate locking and gate opening and closing means.

13. In an elevator, the combination with a car, of a gate, gate locking means, gate opening and closing means, car locking means, a lever, means connected with said lever for actuating the gate locking, gate opening and closing and car locking means, means actuated by the car and controlled by the car operator for swinging said lever, and independent means adapted to be actuated by the car operator for swinging said lever.

14. In an elevator, the combination with a car, of a gate, gate locking means, gate opening and closing means, car locking means, means actuated by the car and controlled by the operator for controlling the operation of the gate locking, car locking, and gate opening and closing means, and

' independent means adapted to be operated by the car operator for actuating the gate locking, car locking and gate opening and closing means.

In testimony whereof I have signed my name to this specification in presence of two subscribing witnesses.

' JOHN M. GOODKNIGHT.

Vitnesses E. B. HOUSE, VARREN D. HOUSE. 

